Car construction



Aug. 13, 1935. 1 Q NElKlRK 2,011,155

CAR CONSTRUCTION Filed Dec. ll, 1933 5 Sheets-Sheet l Aug. 13, 1935. J. o. NEIKIRK 2,011,155

CAR CONSTRUCTION Filed Dec. ll, 1955 5 Sheets-Sheet 2 Aug. 13, 1935.

J. O. NEIKIRK CAR CONSTRUCTION 5 Sheets-Sheet 3 Filed D90. ll 1933 Aug. 13, 1935. '.1. o. NEIKIRK CAR CONSTRUCTION 5 Sheets-Sheet 4 Filed Dec. 11, 1953 Aug. 13, 1935. J. o. NEIKIRK CAR CONSTRUCTION Filed Deo. 11, 1953 5 Sheets-SheerI 5 8 Y no. ffw @y lustrated as embodied in a ballast car.

Patented Aug. 13, 1935 PATENT' oFFicie:

CAR ooNs'rRUorIoN John Q. Neikirk, Chicago, Ill., assigner to Rodger Ballast `Car Company, Chicago, Ill., alcorporafYA tion of Maine Application December'n, 1933, serialfNo, '701,766 i 6Claims. `(01.105-415) i This invention relates to an improved construction for railway dump cars and is herein il- The invention relates particularly to the car frame construction characterized in that substantially the entire frame is produced as an integral casting, preferably of steel, including `as integral parts thereof, VariousY elements ofthe frame which heretofore have not been so provided.

Theintegrally formed car frame of this invention comprises a center sill, lower side chords,

body bolsters and cross ties, all of novel and im-V proved construction, cast as an integral unitary rrame. In addition, the frame includes portions of slope sheets constituting the bottom portions of the hoppers also cast integrally therewith. The frame structure in its nished form is adapted to receive the hopper doors pivotally mounted at the bottom of the cast portion of the ho-ppers whereby a very simple, practical and strongV construction is provided. Y

The invention further contemplates the for-V mation of suitable hopper doors composed of integrallycast frame parts of unitary construction,

' with metallic plates attached thereto in the usual manner. l

This invention further involves the use `of cast steel side stakes of special construction having a minimum of metal and yet superior strength, together with special receiving sockets in the integrally castV frame whereby the side stakes are adapted to be mounted in the side frame` and welded thereto. As an instant of this feature, the car of this invention does not require gusset plates or corresponding supports or braces of any sort whereby the interior of the car is entirely'free of such parts and consequently free of the damage to such parts which now frequently occurs during unloading operations by the use of clam shell Y.

It is obvious that l pairment of strength by the customary use of clam shell dippers, buckets, and the like.

The car of this invention is further adapted to have the auxiliary parts necessaryito complete the frame added thereto by welding whereby to produce a car of superior strength free from bolts or rivets or other structural features of less sim plioity or inferior strength. p i

Although this invention is illustrated asap plied to a ballast car, the invention is intended to cover other types of cars, such as other types or" dumpfcars, in which the provisions of this invention areapplicablewith likeiadvantage.

Thisinvention may be better understood by consideringA the disclosed embodiment as hereinafter described in connection with the attached rawings.

A .In the drawingsi 1 -1 Figure `l represents a perspective view of onehalf of the under-frame of a ballast car constructed in accordance with the present invention;

Figure 2 is a'plan View of the construction shown in Figure 1, illustrating the parts which are 'cast as an integralfpiece;

Figure`3 is a side elevational view of one-half of a completedibody of a ballast car constructed in accordance with the present invention;

Figure 4k isa 'transverse elevational view in cross section taken on'the line 4-4 of Figure 2 and `looking in the direction of the arrows; (the door on the right hand side being omitted).

Figure 5 is" av transverse cross sectional view taken on the line 5--5 of Figure 2, and looking in the direction of thearrows; l l

Figure6 isanr'enlarged plan View, partly in cross section, takenon the line 6 6 of Figure 4, and looking in the direction of the arrows; A

Figure '1 is an' enlarged cross sectional view taken vonithe line 1-1 of FigureV 2 and looking in Ysill as represented by the line Q-S of Figure 3,

and looking in-the direction of the arrows;

Figure 10 is a plan viewof a door for a ballast car having both portions thereof provided with integrally cast frames; i 1

ligure' `1ll is a` longitudinal elevational view partly in cross section taken onthe line I I -I l of Figure 10 and looking in the direction of the arrows;

Figure `12 is a transverse cross sectional view4 takenfonlthe line l2-l2 of Figure 10 and looking in the direction of the arrows; c

Figure 13 is a view similar to Figure 12, taken on'the line-1'3-I3of Figure 10 and looking in the direction Vof the arrows;

Figure 14 isa transverse Vcross `sectional view the line IE-I of Figure 10 and looking in the direction of the arrows;

Figure 16 is a fragmentary view of the construction of the inner door taken on the line IB--IS of Figure l and looking in the direction of the arrows;

Figure 17 isa view of the part shown in Figure 15 from the opposite direction as represented by by the line IIJ-9'] of Figure 10 and looking in the direction of the arrows;V and Figure 18 is a fragmentary cross sectional View of the inner door taken on the line IBI-I8 of Figure and looking in the direction of the ar- By referring to the drawings, it will benoted that the frame of this invention is provided as an integral unit such as may be produced by casting steel, it being understood, however, that the same may be provided of iron or any suitable iron or steelalloy. The frame comprises a center sill I il, which extends the entire length of the car and having formed therewith at the proper locations adjacent'its ends body bolsters I I.

Formed integrally with the ends of the body bolsters are side sills or bottoml chords I2, which extend throughoutl the distance between the body bolsters. At the central location of the car, a cross tie I3 is provided, which connects the center sill' and the side sills or bottom chords and between the central cross. tie and the body bolster are a plurality (in this instance two on each side), of similar cross ties Id, but which are preferably of less size anclstrength than the central cross tie. Inpractice, it'is found that cross ties of the size and strengthof the center cross tie are not needed throughout the intermediate locations. In addition to the frame parts above enumerated, a slope sheet I5 is provided at each end cast integrally with the center sill and integrally attached by means of webs I6 to the side sills. These slope sheets are inclined throughout the major portion of their length and terminateY at their bottom edge in a vertical Y, iiange Il, as clearly shown in Figures 1, 2 and 3. Extending longitudinally of the car between the center sill and the side sills are additional slope sheets I3, which are integrally formed with the end slope sheets I5 and with the cross ties I 3 and Irl. These slope sheets also terminate in a vertical depending flange I9 'at their bottom edges. I e

As will be noted from Figure 1, the center sill is provided with a horizontally extending flange 2d, at its bottom edge, which throughoutthe region of the slope sheets I8, is provided with a downwardly extending shedding surface 2i, arrangedin opposed relationshipV to the slope sheets I8. The center sill-is provided with topped inclined surfaces E2, whereby to shed the lading carried in the car 'and eliminate the liability of portions of the lading becoming-lodged thereon in interference with unloading operations.

Similarly, the cross ties I3 and Il are provided with top shedding surfaces 23 and 24, re-

spectively. Instead of nclined'top surfaces, the' tural characteristic is more clearly illustrated in Figures 4, 5, and 6.

It will be noted that the side sills or lower chords I2 are of increased depth, as shown at 26, at the locations where they join with the cross ties I3 and III. As shown in Figure 6, the ends of the cross ties may be provided with internal webs 2'! and E8 which are formed with a semi-cylindrical socket 29 for receiving the end of the rounded reinforcement 3Q, of the side stakes 25. The portion of the bottom edge of the side stakes rests, as at 3l, on an underlying flange which is provided as an integral part of the side sills. In constructing the car, the side stakes are inserted in their respective openings and are welded in position whereby they form in effect, an integral part of the cast frame.

One feature of this invention resides in the novel construction and mounting for the side stakes wherein special strength is obtained, enabling the .elimination of gusset plates and other internal braces. The stakes here shown, when made of cast steel, and mounted by welding in the manner described, provide an extremely strong construction affording sufficient strength to withstand the outward pressure of the lading carried in this type of car. This makes for a great advantage in that the elimination of gussets, braces and-the like, in the interior of the car, avoids damage and weakening of the car such as is frequently caused by grab shell buckets, dippers,land the like, which on .some occasions, unavoidably block against and do damage to these parts.

The exact formation of the various parts of the frame may be selected according to need but in Figure 1, is clearly shown one preferred form of parts, such as for instance, the body bolsters and the like. It is oi course, contemplated that necessary internai strengthening of the center sill is provided as a part of the casting such as is represented at and in Figure 2. Similarly, the usual structural features such as the lugs 5t, openings 35 and Sii are provided for mounting the draft gear. Likewise, any other special features of construction now employed in the standard types of cars can be provided as a part of the integrali casting. Mounting lugs, brackets and the like, for back rigging and other necessary parts of the car are specifically referred to.

Attire ends of the car, side sill elements Sie" are preferably provided as separate pieces which are welded as at 3l', to the body bolster. Likewise, end sills 38 are provided welded to the ends of the side sills 36 with their inner ends welded as at 3Q to the center sill. The corner stakes @il may be provided as separate parts which are weld ed at their lower ends at the juncture of the sills 3E and 38 and extend upwardly for engagement with the top chord di as shown in Figure 3.

At the location oi the body bolster a transverse brace may be provided for supporting the slop-- ing floor of the car which may be of any suitable construction but as here illustrated, comprises a sheet metal web e2 which extends throughout the width of the car, braced by means oi angles I3 and gussets fifi. The gussets ifi may be located at the central region and extend downwardly for welding to the top or side of the center sill. Plate 442 may have its end built over as at d5 for engaging the top surfaces of the braces It and lili, respectively, and thereby provide an inclined supporting pedestal for the undeiwsuriacc of the car floor. Internal wall braces #I5 and di, as shown in Figure 3, may be provided against the inner surface of the wall'plates to add strength and rigidity. The exterior wall of the car is completed by means of the usual top chord 4| which is secured along the tops of the sidestakes 25 and to which may be attached on the exterioredge thereof, sheet metal wall plates 48 vas shown in Figures. p A

Each side stake 25 is equipped with an inclined flange 5B, clearly shown in Figures l, 4 and 6, providing a support for sheet metal slopey sheets 5I, The lianges 50 are of suiiicient width to provide a generous ledge for the slope sheets to rest upon whereby it will be unnecessary for the slope sheet" to be provided with accurately cut openings to t around the side stakes. As shown in Figure 6, the lower end of the slope sheets extend to the upper edge of the cast portion of the "slope sheet f8. whereby the edges may be secured thereto by welding, or other suitable securing means;

An important structural change over the usual type of dump caris embodied in the present invention making it possibleto eliminate the `usual internal gusset plates or other diagonal `ties or braces now employed as necessary means for sustaining the side stakes against the outward pressure of the load. To understand this improvement, attention is directed to the factthat the connection of the bottom end of the side stake with the side sill serves'primarily to sustain the side stake in the vertical direction whereas the outward thrusts are resistedby the sustaining gussets or other diagonal ties or braces. i

Gussets and the like, have been necessary in the past, because they are attached to and support the side stake from a point suiiiciently high' on the stake to provide an adequate holding force through an increasedleveragc or mechanical advantage. in other words, it may be regarded that the connection at the bottom of the side stake with the center sill supports, in the vertical direction. the side stake, and also establishes the iulcruin point in connection with which a gusset or diagonal brace is employed, attached to the side stake, at a point sufficiently above the Vfulcrum point to provide, through leverageVthe necessary strength.

The present invention involves the principle of utilizing the side sill for its vertical support in the usual way and providing a bottom support or fulcrum point for the lower end of the side stake lower than has been utilized heretofore, whereby the leverage or mechanical advantage necessary for sustaining the side stake against lateral movement is accomplished through means located lower than has heretofore been possible, and whereby it is possible to eliminate undesirable means, such as gussets, angle braces and the like, which extend a substantial distance into the body of the car.

This invention embodies the above mentioned principle of structure through the fact that the side sills I2 provide bottom supportsfor the side stakes at a point sufficiently below the inclined flanges 56, to provide through slope sheets 5| adequate bracing strength for the side stakes. It will be noted that the side sills are deflected downwardly as at 26, and form lower points of support. Other structural forms may be utilized for practicing this feature ofthe invention, such as for instance, extending the ends of the side stakes downwardly below the side sills and anchoring the depending ends to suitable supports under the car. The ends could be anchored by transverse braces extending upwardly for attachment to the cross ties or to any other part of the frame or in certain Ytype'sof cars, the ends could be anchored by means of cross tie rods underneath the car and connected between the stakes on opposite sides of the car.

It is obvious that the sustaining strength of the side stake is realized through the use of means connected in a way to provide the necessary leverage, and therefore, if the leverage is provided through a construction located in a lower position, then the upper bracing means can be correspondingly lowered, such as will enable the use of means which could not be heretofore used. In the present illustration, the slope sheet 5| provides the sustaining support and enables the elimination of the-usual gusset plates, angle braces or the like.

From the above description, it will be noted that a new and improved type of car is provided having as one of its structural advantages, integrally cast slope sheets constituting the lower portion of the hoppers and that the lower portion of the hoppers, areequipped with doors mounted directly lthereon in operative relationship to the discharge openings. Accordingly-hinge means 52 may be provided as shown in Figure 4 for mounting the doors 53. The doors are disposed in the usual manner with their lower ends adapted for closingl engagement with Vthe lower edge of the downwardly extending flange 2 I, carried by the center sill. i

Door operating mechanism of the usual construction may be provided such as by means of a shaft carried in the shaft hanger 54, integrally formedon the under side of the center s'll as shownin Figure 5. The doors aremore clearly' illustrated in Figures l0 to 18, inclusive, fromr whichit will be noted that the general characteri istics are quite similar to the doors now employed for ballast cars. However, it will'be noted that the door comprises a main frame 68, having an edge brace 5 I, transverse braces 62, and an inner longitudinal brace 63 which serves as a mounting for the hinges of the inner door 64. The door is provided as` at 65 with hinges for mounting the door on the lower' end of the hoppers by means of hinge brackets-66, shown Figure 3. The inner door likewise comprises an integrally cast frame consisting of longitudinal braces 61 and 68 respectively, and transverse braces 69. That portion of the main door frame which is not occupied by the inner door is covered by metallic plates 10, Whereas the inner door is covered with a metallic plate or plates 1 I. Preferably the plate or plates 1I for the inner door are provided with their.

ends bent upwardly as at 12, for closing end openings when the door is opened. It is understood that -the cross sectional shapes of the various parts of the car and door frame may vary according to need but a preferred construction therefore is illustrated in the drawings.

From the above description it will readily appear that this invention relates to a new, and improved construction for railway cars of the dump car type which is complete in all particulars, and is one which makes for superior strength and greater simplicity of construction.

It is to be understood that the invention is not to be restricted by the disclosure herein given as it is merely illustrative and one preferred embodiment of the invention. Although the illustrated sheets and other structural parts could be modified to the extentnecessary to conform to the required construction of the car to which the invention is applied. Y

-I claim:

l. A car frame of the character described, coinprising integrally cast center sill, cross ties, side sills, and slope sheet carried by said cross ties, said cross ties having shedding surfaces throughout ther portions located inside of said slope sheet and fiat top surfaces throughout their portions located exteriorly of said slope sheet and constructed to form with said side sills, enlarged joints, provided with a socket for receiving the end of a side staire.

2. A car frame of the character described, comprising a center sill having inclined top surfaces adapted to shed lading therefrom, inte grally formed cross ties having inclined top surfaces adapted to shed lading therefrom, and irl-'- tegrally formed inclined walls projecting downwardly and away from said center sills on each side thereof throughout the extent of said cen-A ter sill which is coextensive with the space between said cross ties, said inclined walls providing slope sheets as portions Vof hoppers on each side of said inner sill and also providing integral strengthening members for said center sill.

3. A car frame of the character described comprising a center sill having inclined top surfaces adapted to shed lading therefrom, inte-v grally formed cross ties having inclined top surfaces adapted to shed lading therefrom, and, integrally formed inclined walls projecting downwardly and away from said center sills on-each side thereof throughout the extent of said center sill which is coextensive with the space be` tween said cross ties, said'inclined walls providing slope sheets as portions of hoppers on eachi acter described, comprising a longitudinally disposed center sill, a pair of side sills spaced from and disposed parallel to said center sill and integrally connected thereto by cross ties, and integrally formed wall members carried by said cross ties disposed in the space between, and extending parallel to said center sill and said side sills, said last named members being inclined inwardly and downwardly and serving as slope sheets for hoppers on each side of said center sill.

, 5. An integrally formed car frame of the character described, comprising a longitudinally disposed center sill, a pair of side sills spaced from and disposed parallel to said center sill and integrally connected thereto by cross ties, and integrally formed members carried by said cross ties disposed in the space between, and extending parallel to said center sill and said side sills, said last members being inclined inwardly and downwardlyand serving as slope sheets for hoppers on each side of said center sill, and inclined wall portions integral with said center sill and projecting downwardly and toward said nclined wall members providing inner slope sheets for said hoppers and strengthening members for said cen-ter sill.

6. An integrally formed car frame of the character described, comprising a longitudinally disposed center sill, a pair of side sills spaced from and disposed parallel to said center sill and integrally connected thereto by cross ties, and integrally formed wall members carried by said cross ties disposed in the space between, and eX- tending'parallel to said center sill and said side sills, Asaid last members being inclined inwardly and downwardly and serving as slope sheets for hoppers on each side of said center sill, and inclined wall portions integral with said center sill and projecting downwardly and toward said inclined wall members providing inner slope sheets for said hoppers and strengthening members for said center sill, said center sill and cross ties having upper inclined surfaces for shedding lading therefrom.

JOHN O. NEIKIRK. 

